Motor fuel power induction device



March 30, 1948. w.' F. KRENzKE 2,438,659

' OTOR FUEL POWER INDUCTION DEVICE original rundum.- 4, 1941 4 sneetssneet 1 March 30, 1948.

' Original Filed Jan. 4, 1943 w. F. KRENzKE 2,438,669

KOTOR FUEL POWER INDUCTION DVIGE 4 Sheets-Sheet 2 ATTORNEY vMauth 30, 1948. w. F. KRl-:NZKE 2,438,659

Y uo'ron FUEL Powzn nmucnon nEvIcE Original Filed Jan. 4, 1943 4 Sheets-Sheet 3 March 30,1948. w, F, KRENZKE 2,438,669

MOTOR FUEL POWER INDUCTION DEVI'CE Original Filed Jan. 4, 1943 4 Sheets-Sheet 4 FIG. 8

T7' ORNE Y Patented Mar. 30, 1948 UNITED STATES PATENT OFFICE MOTOR. FUEL POWER lNDUCT-ION DEVICE Original application January 4, 1943, Serial No. 471,292, new Patent No. 2,397,457, dated March 26, 1946. Divided and this application February 11, 1946,A Serial No. 646,779

1 6 Claims.

The present invention is a divisional of pending application Serial No. 471,292, flied January 4, 1943, maturing in Patent No. 2,397,457, March 26, 1946, Motor fuel power induction device. William F. Krenzke.

The present invention relates to miniature automatically operated and manually transported power units for the induction of motor fuel into the fuel tanks of airplanes, army tanks and the like from fuel barrels of the type commonly used for transporting and moving the fuel to and about airports and army camps.

The general practice in the use of the device is to move the fuel containers to the device to be serviced and then impel the fuel from the container into the fuel tanks.

An object of the present invention is to provide anvinternal combustion engine having a fuel impelling pump with regulating means whereby when the delivery nozzle is closed, the speed of the engine will be considerably reduced, the pump being driven by the engine by means of a oentrifugally controlled clutch so the pump discontinues to operate when the speed of the engine is sufficiently reduced.

A further object of the invention is to provide a power device of the character which is very light and can be easily carried by an attendant.

Another object of the present invention is to provide an internal combustion engine having a crank chamber and integrally formed chambers under the crank chamber for the reception of the engine fuel supply and for a passageway from the suction pipe to the impelling pump.

In the present invention, it provides a lubricating oil container adjacent the carburetor and means whereby a small quantity of oil is metered into the inlet of the engine while operating, this is brought about by the use of a reed valve which covers a small oil port and the air inlet from the carburetor into the crankcase, whereby the volume of air or mixture regulates the volume of oil fed into the crank case.

A further object of the present invention is to provide an engine crank having ball bearings and sealing means thus to reduce the amount of oil needed to a minimum.

A still further object of the invention is to provide cooling fins on the cylinder and blades on the ily-wheel and having means for directing a blast of air between the cooling ilus.

Another object of the present invention isA to provide an impeller fuel pump which can be made largely of aluminum and an engine wherein the housing and cylinder proper are made from aluminum, the cylindery having a cast iron alloy sleeve for contact with the piston and further to provide an automatically controlled carburetorand throttle valve. v The above recited objects are accomplished by means of parts, combinations of parts, or their equivalents, and mode of operation, as hereinafter set forth and claimed and shown in the accompanying drawings in which:

Fig. 1 is a longitudinal vertical sectional view of my device taken on the cylinder and crank centers.

Fig. 2 is a transverse sectional view of my device, taken on line 2-2 of Figure 1.

Fig. 3 is a horizontal offset view of the device on line 3--3 of Figure 2.

Fig. 4-"is a transverse vertical sectional view of the carburetor and its controlling means.

Fig. 5 is a transverse vertical section of a fraction of the carburetor and taken through the center of the lubricating oil device.

Fig. 6 is a partially sectioned view of the carburetor and lubricating oil retainer-illustrab ing .a fraction of the engine cylinder.

Fig. 7 is a sectional view through the lubricating oil metering valve taken on line l of Figure 6. Fig. 8 is a horizontal section throughv the cylinder taken on line 8-8 of Figure l.

Fig. 9 illustrates the clutch mechanism viewed from the engine side.

As thus illustrated, the engine cylinder 9 and upper half of crank case i0 are preferably cast from aluminum, the cylinder having spaced ns Ii for cooling the cylinder by means of a blast of air as will hereinafter appear.

The cylinder is provided with a Wearing sleeve I2 and a piston' I3, the piston being shaped about as illustrated in Figures 1 and 2. In the top of the cylinder, is provided a conventional spark plug I 4 which is supplied with an impulse or impulses of electric current from an electric device too Well known to require further description.

By referring to Figure 1, it will be noted that the engine is what is commonly called two cycle having a port i5 which registers with a port I6 v means of a connecting rod 2|, the crank being mounted on ball bearings 22--22, each having sealing means 23-23 to prevent leakage between the crank chamber and the exterior.

The lower part of the crank chamber (see Figure 2) is provided with a partition 24 which is gasket sealed and bolted to the upper part of the crank case as at 25. Member 24 is shaped so as to provide a passageway 28 which extends under the upper half of the carburetor as illustrated in Figure 2.

In the figures, the bottom half of the crank case in its entirety is designated by reference character A and is provided with' afuel chamber 21 and an induction 'pump inlet chamber 28 formed by an outer wall 29, the bottom plate 30 y and a partition 3|.

'Ihere is provided a ily-wheel 35 on one end of crank 28 having spaced blades 36 arranged to act as a blower fan, the air being directed around the cylinder by means of a housing 31 having an opening 38 for an air inlet to the fan, the upper portion of the housing being shaped substantially as illustrated in Figures 1 and 2 so as to direct the air blast around the cylinder and between ns as indicated by arrows. The upper end of the cylinder is provided with ns 34 which are positioned as shown in the line of air movement as indicated by arrows, the air being discharged at opening 39 at the opposite side of the engine.

Preferably on the fly-wheel end of crank 20, is secured sheave 48 having a groove 4`| into which a rope or cable may be wound with which to start the engine. On the other end of shaft 28, is provided an outer clutch member 42 having a sprocket 43 on its outer end and an inner surface 44 adapted to be engaged by a centrifugally operated clutch as follows:

There is secured a hub 45 to shaft 20 (see Figure 9) and hingedly mount weights 48-4-8 to this hub as at 41. Brake bands 48-48 are hingedly mounted on arms 49-49 which are an integral part of member 45 as at Ell-50. Members 48 are supplied with suitable fabric strips 5|.

Near the free ends of members 48 are hingedly connected links 52-52 as at 58, the inner ends of these links being connected to member 46 as at 54--54. It will be seen that an outward movement of weights 48.will force bands 5| in contact with surface 44.

There is provided springs 55-55 which are suitably secured to members 49 as illustrated in Figure 9 and to the free ends of members 48 thus to yieldingly counteract the outward movement of members 46, the springs being adapted to permit engagement of the clutch at a predetermined speed for a purpose as will hereinafter appear.

` There is provided an outlet opening 8|! 'for part 28. On this opening I bind and seal preferably a rotary pump, which in its entirety is designated by reference character B, by means of a gasket 8| and bolts 82. Port 83 forms a connection be tween outlet 88 and the inlet side of the pump, the pump proper comprising a housing 8 4 suitably machined for the rotatably mounted shafts 85--85 and for pump rotors 88--88.

At the top of housing 84 there is provided an outlet 61 on which is mounted an outlet bracket 68 by means of gaskets 89 and bolts 10. Chamber 28 is provided with an inlet opening 1I and to this opening is secured a flanged member 12 by means of a suitable gasket and bolts 13. Member 12 is provided with a suction pipe (not shown)- of. a length suitable for extending into the fuel barrel and to within a very short distance from the bottom thereof so practically all of the fuel will be'removed from the barrel when the pump is in operation and discharged through outlet bracket 88 through a flexible hose connection (not shown) somewhat similar to the hose connection and nozzle supplied on lfilling station" vone of the shafts of pump B by means of a chain 14 and a sprocket 15\which is secured to one of the shafts of pump B, the other shafts ofthe pump being operatively connected to the first shaft by means of suitable gears (see Figure 3).

When the engine is reduced to a predetermined speed because of the pressure in bracket 88, as will hereinafter appear, the clutch willbe disengaged and the ypump will stop operating so the operator may either insert the suction pipe into another barrel or carry the outfit to another airplane or the like for filling the fuel tank thereof. It will be noted by observing Figure 9 that weights 48 act centrifugaliy to engage sectors 48 and that when the engine speed is low enough springs 55 will overcome centrifugal force and disengage the sectors, Vthus the operating connection between the engine and pump is controlled by the pressure in bracket 88.

It willbe understood that there is illustrated the preferred form of fuel pump and preferred connection from this pump to the clutch. The device may however be equipped with other designs of fuel pumps and power connections thereto. In either event, the operation of the device will not be affected.

The operation of the carburetor speed controlling means and oil feed is as follows: There is provided a fuel line 88 which leads to a T fitting 8| having a fuel connection 82 which leads to .the carburetor valve 83 which is controlled in the usual manner by means of a float'84; thus to maintain a suitable level of fuel in chamber 21.

The side outlet of fitting 8| is screwed into a cap. 85 which forms the cover of amember 88. There is positioned between these two members a diaphragm 81 having a rod 88 which extends downwardly and controls the throttle valve 88 asfollows: Y

Valve 89 is mounted on a shaft 90 (see Figures 4 and 6) having a pinion 9| and member 88 is supplied with teeth forming a rack which engages the teeth on pinion 9|. The position of rod 88 will therefore determine the position of .valve 88. 'Ihe object of this construction is to hold the valve open by means of a spring 88 when there is a certain pressure in the chamber 94. This pressure is caused by the weight of the fuel in the flexible tube connected to member 88 and when the nozzle valve on the end of this tube is closed, diaphragm 81 will act to close valve 88.

Spring 93 is adapted to close vvalve 88 when there is no pressure in chamber 84. Member 81 is made of material which will make it delicate in its operation and spring 93 is delicate and having adjusting means. as illustrated, so the operator can adjust the spring and determine the pressure which will hold the valve open. Clearly when the tank being filled is full and the delivery valve is closed, the engine will be reduced to a predetermined idling speed, the idling speed being low enough to cause weights 49 to disengage the clutch, this clearly will result in discontinuing the operation of the pump and when the valve in the nozzle is again opened, for purposes which will be obvious, the pressure in chamber 94 will again be reduced to a point where the engine will speed up and the clutch will be engaged so as to drive the pump. Clearly the operation of the pump 'will be determined by the position of the valve in the nozzle of the fuel pipe or the weight of the oil in this pipe.

` It will be seen that because of the rack on the end of rod 88 and the pinion 9|, the valve may be closed by an extreme movement of the diaphragm in either direction, that if the nozzle valve is closed, excessive pressure in chamber 94 will close valve 89 and immediately upon opening the nozzle valve, valve 89 will again be opened and that if there is no'pressure at all in chamber 68, valve 89 will be closed because the rack will act to turn the valve from its open position to its closed or idling position in either direction.

There is provided a pin 92, the end of which is adapted to prevent the valve from entirely closing when in either extreme direction or prevent it from passing the closed center and open again. It will be seen that the idling position of valve 89 Will be determined by 'pin 92 and that the idling speed of the engine is therefore determined by this pin. It will also be seen that lack of a predetermined pressure in chamber 94, or excessive pressure in this chamber, because of the nozzle valve being shut, will cause the engine to be reduced to idling speed and the pump will be stopped.

The carburetor and lubricating oil devices are preferably made in two parts, the fuel chamber being cast integral with the bottom half of crank case A and the upper half is preferably cast integral with the upper half of the crank case (see Figure 2). y

'I'he upper half of the carburetor is provided with an inlet 95 having a cap 99 positioned over this inlet so as to prevent dust from dropping into the inlet but permit sufilcient air to enter for operating the enginel (see Figure 4). There is provided a Venturi-shaped sleeve 91 in opening 95 having an inlet nozzle 98 which is operatively connected to chamber 3| by means of a tube 99.

There is provided a needle valve stem v| which, in the usual fashion, will more or less open the outlet in member 98 so as to regulate lthe fuel drawn from chamber 3| because of the vacuum caused by Venturi sleeve 91; thus when the air rushes downwardly through the Venturi sleeve, a predetermined quantity of fuel will be drawn into the air current as it passes member 98. Opening 95 extends down to the bottom of the casting and this opening is closed at its bottom by means of a reed lvalve |0| which is secured to the casting by means of a bolt |02 (see Figure 5). Y

Chamber 26 provides room for valve |0| to open during the suction stroke of the engine (see dotted lines in Figure 5). When valve 89 is closed for idling, clearly reed valve |0| will also be closed for idling.

There is providedmeans afor supplying a suitable amount of lubricating oil to the engine as follows:

The upper half ofthe carburetor is shaped for the reception of a glass tube |05 supplied so the operator may observe the amount of lubricating and its connection to the pump outlet.

|06` is provided.

In the bottom of the lubricating 'oil chamber, there is provided an outlet opening |01 having an opening |084adjacent member 95 and in the seatof reed valve |0|. There issupplied an adjustable needle valve |09 so opening |01 may be more or less closed so as to supply the desired quantity of lubricating oil to the engine, the oil' being permitted to flow into the crank case with the airv passing through opening 95 because of the position of valve I0 I.

Clearly when the engine is not operating, there will be no oil supplied to the engine because opening |08 will be closed by valve |0|. The desired quantity of oil supplied to the enginewhen operating can be secured by .adjusting valve |09.

It will be understood that the volume of mixture passing into the crankcase will be reflected inthe proper proportion of movement in reed valve l0 In small two cycle engines it has been the practice to mix oil in the gasoline for lubricating the engine. This method is not at all satisfactory. The method herein described has been found far superior to the conventional method because oil in the proper amount is metered into the crank case.

Obviously the speed of the engine may be controlled manuallyA instead of my diaphragm l 81 Such control is too Well known to require further illustration 'or description.

It will be seen that the speed of the engine may be controlled automatically, the operation of the pump'is automatic as determined by the speed of the engine and the supply of oil to the engine is controlled automatically. Clearly the engine, pump, carburetor and clutch are light, easily manufactured at` low cost, eflicient and easily handled by the operator.

' By scrutinizing Figure 2, it will be seen that inlet 1| is positioned near the center of gravity of the unit; thus the device will readily assume a vertical position.

Clearly the operator can place the pump suction pipe in various supply barrels or move the nozzle to various airplane fuel tanks for lling while the engine is idling and that the engine valve can be made to idle the engine automatically when there is no pressure in the pump outlet.

It will be understood that many minor detail changes may be made without departing from the spirit and scope of the present invention, as recited in the appended claims.

Having thus shown and described the invention, which is claimed:

1. A two cycle internal combustion engine of the character described, including a carburetor `having a valve outlet into the crank case of the engine, an oil compartment adjacent said carburetor having an outlet aperture adapted to be closed when said valve is closed whereby when the engine is operating normally the valve will open the aperture and permit a quantity of oil relative to the mixture volume to enter the crank case of the engine with the air and fuel, said valve comprising an elongated thin sheet of metal having spring characteristics, one end being anchored and the other end at certain times lying on the outlet from the carburetor and said aperture.

2. A device of the character described comprising, a two cycle internal combustion engine, a carburetor having an outlet, an elongated dat upper surface chamber extending horizontally from the crank case of the engine, the outlet of said carburetor extending through said i'iat` surface adjacent one end thereof, a thin elongated reed valve with spring characteristics having one end secured to the other end of said hat upper surface, its free end adapted to yieldingly close said carburetor outlet and act as an inlet valve to the engine, an oil chamber having an aperture which extends through said flat surface and in proximity to said carburetor outlet and adapted to =be closed by saldi-eed valve when the carburetor outlet is closed, whereby oil will be metered into the crank case relative .to the volume of mixture admitted into the cranky case of the engine. A

3. A device as recited in claim 2 including. a needle valve in said oil aperture Aadapted tol provide a manual control adjustment as a supplement lto said reed valve oil control. K

4. In a two cycle internal combustion engine inlet valve, comprising an elongated port having ya flat surface with one end adapted to be connected to an engine crank case, said ilat surface having an opening at one end adapted to be con-- 25 nected to the outlet of a carburetor, an oil chamber having an outlet into said flat surface and in proximity to said opening, an elongated flat reed valve having spring characteristics secured at one end to said flat surface and on the opposite,

ing a pumping unit,v an engine fuel controlling means, an operating connection between said en'- gine and pump having means whereby when the engine is reduced to an idling speed, the operating lconnection will be made inoperative, a lubricating oil compartment adjacent said fuel controlling means. an elongated fiat upper surface port extending from the crank case of the engine, said fuel controlling means having an outlet which extends through said fiat upper surface adjacent the crank case chamber, a thin elongated reed valvc with spring characteristics having its outer end secured to the outer end of said upper flat surface, the free end of said valve adapted to lie on said flat upper surface, an outlet from said lubricating oil compartment.ex

REFERENCES CITED The following references are of recordin the ille of this patent:

UNITED STATESPATENTS Number Name Date 1,035,513 Ahlberg Aug. 13, 1912 1,087,387' Lemp Feb. 17, 1914 1,619,894 Swartz v Mar. 8, 1927 1,733,431 Sherman' oct. 29, 1929 1,817,127 Crockett Aug. 4, 1931 2,045,094 Oishei June 23, 1936 2,273,202 Jackson Feb. 17, 1942 

